Internal-combustion engine



O. D. TREIBER INTERNAL COMBUSTION ENGINE Filed May 28. 1927 Nov. 11, 1930,

[NVENTOR A TTORNE (O E, BY

Patented New. l1, i

UNITED .STATES urisur oFFicE oTIS D. TREIRER, or NARBERTH, RENNSYLvANI-A, A SsIGNoR rro TREIBER DIESEL ENf GINE CORPORATION, or CAMDEN, NEW JERSEY, A CORPORATION oENEW. JERSEY INTERNAL-COMBUSTION ENGINE applicati@ alea nay 28, 1927. serial No. 194,888.

My invention relates to internal combustion engines of the lDiesel type. More especially it relates to means for increasingthe turbulence of the gases within the cylinder between thehead thereof and the piston which reciprocates in the cylinder.

It is desirable', in order that the highest eihciency may be attained, that when a liquid fuel is introduced into the cylinder ofv an internal combustion engine, it be' gasified before it contacts with the walls of the combustion chamber.

In the 'case of engines having cylinders of relatively small diameter, this is somewhat diicult to accomplish, and the general object of the present invention is to provide an internal combustion engine with means whereby the liquid fuel introduced into the combustion chamber may be gasified before it contacts with the walls of said chamber.

It als is an object of the invention to provide means whereby' the turbulence of the fluids within the combustion chamber may be greatly increased to thereby effect complte intermingling of the air and the hydrocarbon gases produced as a result of the gasication of the liquid fuel introduced into the combustion' chamber.

l -Other objects and advantages of the invent-ionl will be pointed out in the detailed description thereof which follows or will be apparent from such description.

Inorder that the invention may be readily understood and its practical vadvantages fully appreciated, reference may be had to the accompanying drawing in which I have illustratedg one form of a convenient embodiment thereof.

' In the drawing Fig. 1 is a'view in central ,verticalsection `of the upper portion of al cylinder with certain associated parts of an internal combustion engine, the piston being shown as approaching the head of the cylinder;

Fig. 2 isa similar view Showing the piston after it has reached the limit of its outward 'movement in adjoining relation to the piston head; y

Fig. 3 is a view similar to that shown in v having the usual ports therein.` I have shown Figs. l and 2 but showing the piston moving inwardly or away from the cylinder head;

Fig. 4 is a view in end elevation ofthe piston; and

Fig. 5 is a view in side elevation thereof.

In the drawing I have shown' a cylinder 1 within which is mounted to reciprocate therein a piston 2. The cylinder is provided with the cylinder head 3 of known lconstruction an air port Il adapted to be opened and closed by-means of avalve -5 'actuated by means of a rod 6 connected at its outer end to 'a rocking lever 7 which in turn is actuated in any known manner. A spring 8 tends to hold the valve `65 5 in closed position. f

For the purpose of injecting liquid fuel such as oil intothe combustion chamber of the cylinder, I have provided an injection nozzle l0 to which the fuel is supplied in any known 'manner through a pipe, one end portion of which is shown at 11.

`The ,injecting nozzle is illustra-ted as p`rojecting into the combustion chamber at a point located practically in the angle between a portion of the side wall of the cylin-- der and the cylinder head.

A corner portion of the crown of the pistony is c-ut .away to provide a fiat surface as indicated at 15, which surface, when the piston is Vnear or in its outermost position as shown in Figs. 1', 2 and, 3 of the drawing, is located in opposed relation to the inner end of the injection nozzle 10. The surface 15 is provided with a depression or recess 16 at its center, which is of oblong shape, the major axis extending in a direction trans-` versely of the piston and cylinder and sub- Stantially at right angles to the axes thereof. It will be noted that when the piston is in its outermost position as shown in Fig. 2 of the drawing, the axis of the injection nozzle 10 is very nearly'in alignment with the center of the depression or recess 16.

It will be seen that by the cutting away of a segmental portion of the piston 2 in the relation to the inner discharge end of the injection nozzle as shown, the point of injection of the liquid is located a1; considerable v distance from the walls ofthe combustion 100 eiiiciency of operation is thereby greatly enhanced. Y

The initial discharge or entry ofthe liquid fuel into the combustion-chamber at each.

cycle of operation'take's place `When the pis- -ton occuples a position' about eight degrees in advance ofits dead center position; that is, the dead center position of the crank shaft to which the piston rod is connected. The injection or discharge of fuel into the cylinder continues until ythe piston has moved approximately eighteen degrees ',beyond its dead center position; that is, until'the crank arm of the crank shaft has moved through an angle of approximately eighteen degrees beyond its dead center position.

In order to obtain the greatest possible thermal eiiciency of the engine, it is necessary that the mixing of the hydrocarbons and thel oxygen of the air 'be e'ected at the earliest possible moment after the injection gf the liquid fuel into the combustion cham- In Fig. 1 of the drawing -I have shown the piston in the position it occupies, immediately after the injection of they liquid fuel into the combustion chamber is begun. The piston is traveling or moving outwardly or toward the 'head 3 of the-cylinder. It will be understood that the required quantity of 'airhas already been supplied to the combustion chamber through the port 4. It will be seen that as the piston approaches the cylinder head 3 the air within the cylinder above the piston 2 is caused to ilow at a high rate of velocity to the right toward the chamber at the upper right hand corner of Vthe cylinder, one wall of which is formed by the fiat surface 15 and the recess or depression 16 therein. vThe air, with the oxygen contained therein, being driven with great /force andv rapidity strikes the liquid fuel or the hydrocarbon gases produced by the gasification thereof and becomes .thoroughly intermingled therewith. A whirling motion will be produced. An attempt to indicate the motion by arrows 20 has been. made.

When the piston begins its downward movement as indicated in Fig. 3v of the drawing, the turbulence of the gases within the combustion chamber is continued but the iow is then .in a direction toward the opposite side of the combustion chamber, away from the point of discharge of the liquid fuel thereinto.` An attempt has been made to indicate by arrows 21in F ig. 3 the direction of the gas currents in the combustion chamber yas i the piston makes its power stroke.

An attempt has been made also to indicate by arrows 22 in Fig. 2 of the drawing the.

By my invention I have provided means whereby great turbulence of the gases within the combustion chamber is etfected, which is suiicient to cause early, complete admixture'of the oxygen of the air with the hydrocarbon gases produced by gasifying the lliquid fuel, which results in an lncrease in the thermal eiiciency ofthe engine.

Having thus described my invention what I claim and desire to secure byv Letters Patent is:

An internal combustion engine comprising a cylinder and a piston adapted to oper-v ate in said cylinder, the crown of the said piston having a portion located in a plane substantially at right angles to the axis of said piston and a portion at one side thereof located in a plane forming a'n acute angle with said axis, the saidla'stI mentioned 'portion having therein a centrally located de.- pression, the outer edge of which isA iiush with the. remaining part of the surface of said portion, the said remaining part of the surface occupying a single plane.

In testimony that I c-laim the foregoing as my invention, I haveA hereunto signed my name this 27th day of May, A. D. 1927.

,. OTIS D.*T`REIBER. 

